Railroad-gate



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M. H. LANTZ.

RAILROAD GATE.

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\ UNITED STATES PATENT OFFICE.

MICHAEL H. LANTZ, OF MARIONVILLE, MISSOURI.

RAI LROAD-GAT'E.

SPECIFICATION forming part of Lettegs Patent No. 286,713, dated October 16, 1883.

Y V Application filed December (i, 1852. (No model.)

To all whom t may concern,.-

Be it known that I, MICHAEL H. LANTZ, a citizen ofthe United States, residing at Marionville,in the county of Lawrence and State of Missouri, have invented a new and useful Railroad-Gate, of which the following is a specification, reference being .had to the accompanying drawings.

This invention relates to railroad-gates, and has for its object to provide asimple, durable, inexpensive and efficient gate that will be automatically operated by the train, will have no spring mechanism liable to become worn or inoperative, and willbe stockeproof.

In the drawings, Figure I is a perspective view of a portion of a railroad-track having my improved gate and itsgoverning mechanism. Fig. '2 is a side view thereof. Fig. 3 is Ia transverse vertical sectional view taken through the gate. Fig. 4 is a top view of theY f track and gate mechanism.

Referring to the drawings, A A designate l the rails of the track, which. are secured by cross-ties in the usual manner. Bis the gate, which is arranged transversely in rela` tion to the track, and has a baseshaft, C/that isjournaled in suitable boxes, D, depending from the rails, and carrying friction-rollers E,

as shown. At one end of the rock-shaft C is arranged a returning weight, F, and from the said shaft project'the pickets G, that comprise the body of the gate. These pickets may consist each of but one metallic rod projecting singly from the shaft; or the rod may, for purengage the crank and weighted end L (the weights being denoted by the letter M) of a transverse shaft, N, that has bearings in boxes O, depending from the rails. On the side of the track opposite their weighted ends these shafts N N have extensions l) at right angles to their main portions, and said extensions carry a false track or plate, Q, that is parallel with the adjoining rail, and normally projects above the latter. This plate Q is also pro- `vided with any desired number of additional K of the segmental plate I, while the cranked and weighted end of the other rook-shaft N is thrown farther over into more positive en-` gagement with the shoulder of the plate I. The gate is thus unlocked, so that it can be thrown down from the side of the approaching` train, but is still locked in vertical position against any pressure, by stock or otherwise, from the side opposite to that from which the train is approaching. Then the train reaches the gate, the pilot of the locomotive strikes acentrally-disposed re-enforcing plate, V, secured by the pickets, and the gate is thereby readily thrown down to admit of the passage of the train. The ends of the false track or plate Q are provided with lateral right-angular extensions \V,which form plates X parallel with the plate Q. To the top of each of these plates X is hinged another plate, Y, extending down between the plates X and Q, and havin g beveled under edge, Z. From these hinged plates Y extends an angular bracketrod, A. rIhe object of this hinged plate mechanism is to hold the gate down while thetrain is passing. Under ordinary circumstances it is not necessary that the gate be secured down; but at places where trains are switched back and forth slowly this mechanism is desirable.

The just-described latch mechanism operates to hold the gate down as follows: As the gate is thrown down by the pilot of the locomotive, the picket adjoining the outer side' of the plate Q, which picket is in this instance ,provided with a lateral -top extension, B',

passes between the plates Y and Q until its lateral head-extension B clears the hinged IOO 2 v escala plate Y, when the end picket of the gate strikes the rod A, so that the latter throws the hinged plate Y out from the plate X and over the eX- tension B. After the train has passed, the plate Q resumes'its normal position, through the operation of the weights M, which disengages the extension B and allows the gate to also resume its normal position. Vhen the train approaches slowly the force may not always be sufficient to throw the gate down far enough to engage the latch mechanism; but to insure engagement under these circumstances I provide the gate with a picket having a diamond-shaped or enlarged head, C, that will project above the rail and be depressed by the tread of the wheels to lower the gate the necessary distance.

It will be observed that all the weights are pivotally hung on their respective rock-shafts, which relieves the latter from strain and admits of ready operation of the weights to return the mechanism to its normal position.

It will also be observed that all the mechanism is connected to the rails, so that it can be removed, applied, or changed in position without interfering with the ties or necessitating tearing up of the track.

Ordinarily the weights can hang at the side of the embankment or in the ditch at the side of the track but on level ground I prefer to turn the ends or cranks of the rockshafts up, so that the weights and locking mechanism will be above the surface ofthe ground.

I claim as my inventionl. A railroad-gate havinga base rock-shaft provided at one end with a returning-weight, and a locking-plate that is engaged b'y locking rock-shafts to retain the gate in avertical po. sition, the gate being arranged transversely in relation to the track, and adapted to be unlocked by the approaching train and thrown down to admit of passage of the latter, as set forth.

2. Arailroad-gate having a base vrock-shaft provided with a returning-weight at one end, and a vertically-disposed locking-plate having a segmental under edge, above which are formed side shoulders, in combination with two weighted rock-shafts engaging these sh oulders, and which areth'rownout of engagement 5o with the same by the approaching train, as set forth.

3. In combination with a railroad-gate j ournaled transversely in relation to the track, a false track or plate parallel with thetrack, and 55 adapted to be depressed to the horizontal plane thereof by the tread of the wheels, said plate being provided with latch mechanism for holding the gate down, which automatically releases the gate after passage of the train, as set forth. 6o

4. The combination of a railroad-gate having a base rock-shaft journaled transversely in relation to the track, a plate arranged parallcl with the rail and pivoted thereto, so as to be normally on a higher horizontal plane, 6 5 but adapted to be depressed to the plane of the track by the tread of the wheels, and latch mechanism, consisting of a hinged plate arranged on the pivoted plate and adapted to automatically engage and release one-of the 7o pickets of the gates, as set forth.

5. The combination of the gate having a transversely-journaled rock-shaft, provided with a returning-weight, and locking-plate having side shoulders, the tread-plate arranged 7 5 parallel with the rail and adapted to be depressed by the tread of the wheels, and the transverse rock-shafts carrying the said plate and provided with weighted ends that engage the shoulders of the fixed locking-plate, as set 8o forth.

6. A railroad gate transversely disposed, and adapted to be thrown down by the pilot ofthe locomotive and held down by suitable latch mechanism, provided with apicket having an 8 5 enlarged head that will project above the adjoining rail and be depressed by the tread of the wheels, as set forth.

f In testimony that I claim the foregoing as my own I have hereto affixed my signature in` 9o presence of two witnesses.

MICHAEL II. LANTZ.

Vitiiesses:

R. B. Glnrnfrrn, J. H. J ARRE'r'r. 

